Ford Hydraulic Hybrid Technology
02-13-2006, 07:55 PM
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Ford Hydraulic Hybrid Technology
Ford Invents Hybrid that is *300% more efficient* than Toyota Prius
2.13.06
---Ford is developing a new form of automotive propulsion, and the implications for the American Auto Industry are huge. The Hydraulic Hybrid could be the greatest innovation since the internal combustion engine itself, and Ford is on the inside track with its F-150 Hybrid. New Tech Spy Has learned details about the system that are simply amazing and could put Ford in a commanding position in the fiercely competitive full size pickup market.
---The Idea behind the current crop of Hybrid cars is well known; the cars main energy comes from gasoline which recharges batteries that move the car at low speeds. Hydraulic Hybrids work in the same manner, only instead of batteries, excess energy is stored in hydraulic cylinders.That in itself is not revolutionary, except for the fact that Nickel Metal Hydride batteries used today are not an efficient way to store energy, and hydraulic storage blows them away with 3X the efficiency. Even next generation Lithium Ion batteries do not come close to Hydraulic Energy Storage.
---The standard F-150 has a curb weight of about 4800 lbs., which is 65% greater than theToyota Prius, yet incredibly the Hydraulic F-150 with a continuously variable transmission matches the Prius with 60mpg city rating, that’s an amazing 400% increase over its gasoline version.
---Ford is developing a new form of automotive propulsion, and the implications for the American Auto Industry are huge. The Hydraulic Hybrid could be the greatest innovation since the internal combustion engine itself, and Ford is on the inside track with its F-150 Hybrid. New Tech Spy Has learned details about the system that are simply amazing and could put Ford in a commanding position in the fiercely competitive full size pickup market.
---The Idea behind the current crop of Hybrid cars is well known; the cars main energy comes from gasoline which recharges batteries that move the car at low speeds. Hydraulic Hybrids work in the same manner, only instead of batteries, excess energy is stored in hydraulic cylinders.That in itself is not revolutionary, except for the fact that Nickel Metal Hydride batteries used today are not an efficient way to store energy, and hydraulic storage blows them away with 3X the efficiency. Even next generation Lithium Ion batteries do not come close to Hydraulic Energy Storage.
---The standard F-150 has a curb weight of about 4800 lbs., which is 65% greater than theToyota Prius, yet incredibly the Hydraulic F-150 with a continuously variable transmission matches the Prius with 60mpg city rating, that’s an amazing 400% increase over its gasoline version.
02-13-2006, 08:41 PM
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I wonder how the costs compare.
I guess this makes sense...as a car brakes, it turns a hydrualic pump that fills up an accumulator or cylinder to store the pressure. When needed, it'll turn a hydraulic motor instead of an electric motor.
Any unused pressure will stay in the accumulator or cylinder for pretty much until it's needed or the cylinder leaks.
Glad to see that American companies are still innovative.
I guess this makes sense...as a car brakes, it turns a hydrualic pump that fills up an accumulator or cylinder to store the pressure. When needed, it'll turn a hydraulic motor instead of an electric motor.
Any unused pressure will stay in the accumulator or cylinder for pretty much until it's needed or the cylinder leaks.
Glad to see that American companies are still innovative.
02-13-2006, 10:09 PM
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Its interesting news. Ford showed the idea on the F-350 Tonka concept in 2002.
Looks like Eaton and the EPA are also working on a project
http://www.epa.gov/otaq/technology/420f05006.htm
Originally Posted by Ward's Auto World
F-350 Tonka: Hydraulic Regenerative Braking
Bob Brooks
Ward's Auto World, Feb 1, 2002 Brought to you by:
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DETROIT — What appears to be a practical, low-tech method to recover braking energy in 8,000-lb. to 11,000-lb. (3,600-kg to 5,000-kg) GVW vehicles in urban stop/start application was introduced by Ford Motor Co. at the recent Detroit International Auto Show here.
The system, jointly developed with Eaton Corp., captures braking energy through a hydraulic pump-motor unit, where it is stored in dual accumulators that contain nitrogen, isolated from the hydraulic fluid, at pressures up to 5,000 psi (345 bar). The retained energy then can be released back through the hydraulic motor to the driveshaft, supplementing engine power, particularly to launch the vehicle from rest.
A Ford engineer explains that the energy thereby stored during normal deceleration from 32 mph (51 km/h) to stop (without use of the brakes) can then accelerate the vehicle back up to 25 mph (40 km/h) — resulting in overall energy efficiency of close to 80%.
The pump-motor, control systems, two cylindrical accumulators (pressure vessels) and 5 gals. (23L) of fluid weigh about 450 lbs. (204 kg). The system is mounted under the body on one side of the frame, with the pump-motor in line with the driveshaft. The system is expected to add about $2,000 to vehicle prices and save 25% in fuel bills.
Ford engineers say systems of almost any size are possible, with garbage trucks as one plausible application — they often go less than 100 ft. (30 m) between stops.
One downside mentioned is hydraulic pump-motor noise — although this is being addressed and must be considered in context with the commercial use such vehicles will see.
Bob Brooks
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DETROIT — What appears to be a practical, low-tech method to recover braking energy in 8,000-lb. to 11,000-lb. (3,600-kg to 5,000-kg) GVW vehicles in urban stop/start application was introduced by Ford Motor Co. at the recent Detroit International Auto Show here.
The system, jointly developed with Eaton Corp., captures braking energy through a hydraulic pump-motor unit, where it is stored in dual accumulators that contain nitrogen, isolated from the hydraulic fluid, at pressures up to 5,000 psi (345 bar). The retained energy then can be released back through the hydraulic motor to the driveshaft, supplementing engine power, particularly to launch the vehicle from rest.
A Ford engineer explains that the energy thereby stored during normal deceleration from 32 mph (51 km/h) to stop (without use of the brakes) can then accelerate the vehicle back up to 25 mph (40 km/h) — resulting in overall energy efficiency of close to 80%.
The pump-motor, control systems, two cylindrical accumulators (pressure vessels) and 5 gals. (23L) of fluid weigh about 450 lbs. (204 kg). The system is mounted under the body on one side of the frame, with the pump-motor in line with the driveshaft. The system is expected to add about $2,000 to vehicle prices and save 25% in fuel bills.
Ford engineers say systems of almost any size are possible, with garbage trucks as one plausible application — they often go less than 100 ft. (30 m) between stops.
One downside mentioned is hydraulic pump-motor noise — although this is being addressed and must be considered in context with the commercial use such vehicles will see.
Looks like Eaton and the EPA are also working on a project
http://www.epa.gov/otaq/technology/420f05006.htm
02-14-2006, 09:13 AM
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A Ford engineer explains that the energy thereby stored during normal deceleration from 32 mph (51 km/h) to stop (without use of the brakes) can then accelerate the vehicle back up to 25 mph (40 km/h) — resulting in overall energy efficiency of close to 80%.
(25^2/32^2)=.61.
Overall, not a bad idea. Although this system won't do anything to help highway MPG. The Prius achieves 45ish highway MPG by using tiny tires, good aerodynamics, and a small but efficient 4-cylinder engine. The electric motor and batteries aren't doing anything unless you are in stop-and-go traffic.
02-14-2006, 10:24 AM
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Originally Posted by TSX Hokie
Um, by those numbers the system can recover about 60% of its original kinetic energy, not 80%.
(25^2/32^2)=.61.
Overall, not a bad idea. Although this system won't do anything to help highway MPG. The Prius achieves 45ish highway MPG by using tiny tires, good aerodynamics, and a small but efficient 4-cylinder engine. The electric motor and batteries aren't doing anything unless you are in stop-and-go traffic.
(25^2/32^2)=.61.
Overall, not a bad idea. Although this system won't do anything to help highway MPG. The Prius achieves 45ish highway MPG by using tiny tires, good aerodynamics, and a small but efficient 4-cylinder engine. The electric motor and batteries aren't doing anything unless you are in stop-and-go traffic.
why are squaring the MPH?
(kinetic calc?)Decelertaing from 32 MPH yields a 25MPH acceleration from a stop; thats a 78% power return in my book not 61%. We must be thinking of different numbers. Looking at kenetics I can see how you would come up with this since the vehicle is only re-accelerating to 25mph which has less kenetic force. I'm looking at the final math, basically the petrol engine will have to make the 22% loss up to get back to 35mph.
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02-14-2006, 12:25 PM
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Originally Posted by SiGGy
why are squaring the MPH? (kinetic calc?)
Decelertaing from 32 MPH yields a 25MPH acceleration from a stop; thats a 78% power return in my book not 61%. We must be thinking of different numbers. Looking at kenetics I can see how you would come up with this since the vehicle is only re-accelerating to 25mph which has less kenetic force. I'm looking at the final math, basically the petrol engine will have to make the 22% loss up to get back to 35mph.
(kinetic calc?)Decelertaing from 32 MPH yields a 25MPH acceleration from a stop; thats a 78% power return in my book not 61%. We must be thinking of different numbers. Looking at kenetics I can see how you would come up with this since the vehicle is only re-accelerating to 25mph which has less kenetic force. I'm looking at the final math, basically the petrol engine will have to make the 22% loss up to get back to 35mph.
Efficiency is a comparison of the ENERGIES involved, not the speeds.
Kinetic Energy = 1/2 Mass x Vel^2.
everything cancels out when calculating efficiency, so the only items are Vf^2/Vi^2 (Vi is initial speed, Vf is final speed).
There's a certain amount of kinetic energy at 32mph. And there's a certain amount of kinetic energy at 25mph. Running through the formula for energy and efficiency, this comes out to 61% efficient. Because of the "squaring" involved to find KE, you can't just use the speeds to calculate efficiency.
The new speed may be 78% of the original, but this tells you nothing about the energy efficiency, especially when gearing is involved.
02-14-2006, 12:42 PM
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Originally Posted by TSX Hokie
Um, by those numbers the system can recover about 60% of its original kinetic energy, not 80%.
(25^2/32^2)=.61.
Overall, not a bad idea. Although this system won't do anything to help highway MPG. The Prius achieves 45ish highway MPG by using tiny tires, good aerodynamics, and a small but efficient 4-cylinder engine. The electric motor and batteries aren't doing anything unless you are in stop-and-go traffic.
(25^2/32^2)=.61.
Overall, not a bad idea. Although this system won't do anything to help highway MPG. The Prius achieves 45ish highway MPG by using tiny tires, good aerodynamics, and a small but efficient 4-cylinder engine. The electric motor and batteries aren't doing anything unless you are in stop-and-go traffic.
it's acceleration that's an MPG-eater, so that's what most hybrid systems try to compensate for by "assisting" the gas engine...except for GM's stupid hybrid system on their trucks that power only accessories. that's not a hybrid system...that's a BATTERY CHARGER.
02-14-2006, 02:03 PM
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After thinking about this, it's beginning to lose its appeal to me.
I think the reason that Honda/Toy and others are using electric motors is that electric motors will always be more efficent than mechanical motors (ie hydraulic motors). The electricity travels through wires from the battery to the motor (a little loss there), but then whatever power is lost turning that electrical power to mechanical power is in the motor.
I'm not sure the efficiency of the motors used in the current electric hybrid cars, but i'm sure they're 85-90%+ efficient.
As for hydraulic motors, there's a lot of loss due to friction (fluid friction, friction in pipes, valves, etc.) so the systems will be a lot less efficient. It's also less efficient at putting the energy back into the accumulator (ie a lot of energy lost as heat and noise when compressing the fluid).
The only advantage that hydraulic systems have is that the energy stored (in the form of pressure) won't dissipate like energy in a battery...if you let the battery sit it'll eventually lose it's charge.
But is this really that important, considering both methods use braking to reclaim the energy that would've been lost anyway? An electrical system is a lot more efficient at reclaiming the energy also, since again, you're not dealing with all the mechanical losses like in a hydraulic system.
I think the reason that Honda/Toy and others are using electric motors is that electric motors will always be more efficent than mechanical motors (ie hydraulic motors). The electricity travels through wires from the battery to the motor (a little loss there), but then whatever power is lost turning that electrical power to mechanical power is in the motor.
I'm not sure the efficiency of the motors used in the current electric hybrid cars, but i'm sure they're 85-90%+ efficient.
As for hydraulic motors, there's a lot of loss due to friction (fluid friction, friction in pipes, valves, etc.) so the systems will be a lot less efficient. It's also less efficient at putting the energy back into the accumulator (ie a lot of energy lost as heat and noise when compressing the fluid).
The only advantage that hydraulic systems have is that the energy stored (in the form of pressure) won't dissipate like energy in a battery...if you let the battery sit it'll eventually lose it's charge.
But is this really that important, considering both methods use braking to reclaim the energy that would've been lost anyway? An electrical system is a lot more efficient at reclaiming the energy also, since again, you're not dealing with all the mechanical losses like in a hydraulic system.
02-14-2006, 03:36 PM
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Originally Posted by http://money.cnn.com/2005/12/21/Autos/hydraulic_hybrids/index.htm
EPA invents battery-less hybrid system
Hybrid drivetrain uses compressed fluid instead of electricity. To be tested on UPS trucks.
December 22, 2005: 10:31 AM EST
By Peter Valdes-Dapena, CNNMoney.com staff writer
NEW YORK (CNN/Money) - The Environmental Protection Agency says it can help drivers save fuel. It has said that for a long time, of course, but this time it's not talking about providing fuel mileage data for car shoppers. It's talking about a new invention created in its own Ann Arbor, Mich. research laboratories
Called hydraulic hybrid technology, the system uses energy stored up during braking to help propel a vehicle during acceleration. The energy is stored in pressurized hydraulic fluid, the same sort of fluid used in brake lines and for power steering.
Ordinarily, when a driver applies the brakes in a car the energy removed from the vehicle's forward motion is simply lost as heat through the car's brake pads and rotors.
In gasoline-electric hybrids, like the Toyota Prius, some of that energy is recaptured through generators that charge batteries that, in turn, can help provide supplementary power to the vehicle.
In the EPA's hydraulic hybrid system, braking pressure is used to power pumps that compress hydraulic fluid. This stores energy in the same way you would if you squeezed a spring with your hands. When needed, the pressure is released and the expanding hydraulic fluid is used to power gears that help turn the vehicle's wheels.
Also, just as a gasoline-electric hybrid's gas engine can charge the batteries directly during highway cruising, the hydraulic hybrid's engine can also pump up the pressurized fluid tanks as the vehicle drives.
The EPA holds about 20 patents for technology used in the new system, said Margo Oge, director of the EPA's office of transportation and air quality.
While the EPA labs in Ann Arbor, Mich., are better known for creating new fuel mileage and emissions tests and standards, in recent years the labs have also begun working on creating new technologies for cleaner and more fuel-efficient vehicles.
The EPA began working on the system about 10 years ago, said Oge, under a Clinton administration program to research clean energy technology.
Pros and cons
There is a major advantage to the EPA's new system and one major disadvantage, the agency said. The advantage is its simplicity and relatively low cost. The system would cost an estimated $600 to install on a mass-production basis, the agency estimates, compared to $3,000 to $6,000 for an electric hybrid system.
The disadvantage is the system's weight, the EPA says. According to a 2004 EPA report, a hydraulic hybrid SUV would weigh about 190 pounds more than a conventional SUV. That means the EPA's system is most applicable to trucks where the added weight would make a smaller overall difference, the agency said.
The added weight of the system is similar to the weight of an electric hybrid system, although the EPA itself cites weight as a disadvantage.
Like gasoline-electric hybrids, hydraulic hybrid vehicles would see greater fuel savings in stop-and-go city driving than in steady highway cruising.
While the system could pay for itself in as little as a year in a heavier vehicle like big four-wheel-drive SUV, it would take at least four years to pay for itself in a midsized car, according to the EPA's report.
Still, the EPA says, that's a shorter payback time than drivers of gasoline-electric hybrids will see.
The EPA's system was demonstrated at an engineering conference last year on a prototype Ford Expedition SUV and will be used next year in at least one UPS delivery truck next year.
The UPS truck could get as much a 70 percent increase in fuel efficiency in city routes, the EPA estimates, and the added cost of the trucks should be paid off in fuel savings in about 2.5 years.
All these vehicles are diesel powered. Diesel engines are inherently more fuel efficient, to begin with, than gasoline engines. The use of diesel also allows the EPA to show off "clean diesel" technology it has also developed in its laboratories.
The system is currently being developed in partnership with International Truck and Engine Corp., Eaton Hydraulics, Parker Hannifin Corp., which specializes in making hydraulic controls, and the U.S. Army.
Hybrid drivetrain uses compressed fluid instead of electricity. To be tested on UPS trucks.
December 22, 2005: 10:31 AM EST
By Peter Valdes-Dapena, CNNMoney.com staff writer
NEW YORK (CNN/Money) - The Environmental Protection Agency says it can help drivers save fuel. It has said that for a long time, of course, but this time it's not talking about providing fuel mileage data for car shoppers. It's talking about a new invention created in its own Ann Arbor, Mich. research laboratories
Called hydraulic hybrid technology, the system uses energy stored up during braking to help propel a vehicle during acceleration. The energy is stored in pressurized hydraulic fluid, the same sort of fluid used in brake lines and for power steering.
Ordinarily, when a driver applies the brakes in a car the energy removed from the vehicle's forward motion is simply lost as heat through the car's brake pads and rotors.
In gasoline-electric hybrids, like the Toyota Prius, some of that energy is recaptured through generators that charge batteries that, in turn, can help provide supplementary power to the vehicle.
In the EPA's hydraulic hybrid system, braking pressure is used to power pumps that compress hydraulic fluid. This stores energy in the same way you would if you squeezed a spring with your hands. When needed, the pressure is released and the expanding hydraulic fluid is used to power gears that help turn the vehicle's wheels.
Also, just as a gasoline-electric hybrid's gas engine can charge the batteries directly during highway cruising, the hydraulic hybrid's engine can also pump up the pressurized fluid tanks as the vehicle drives.
The EPA holds about 20 patents for technology used in the new system, said Margo Oge, director of the EPA's office of transportation and air quality.
While the EPA labs in Ann Arbor, Mich., are better known for creating new fuel mileage and emissions tests and standards, in recent years the labs have also begun working on creating new technologies for cleaner and more fuel-efficient vehicles.
The EPA began working on the system about 10 years ago, said Oge, under a Clinton administration program to research clean energy technology.
Pros and cons
There is a major advantage to the EPA's new system and one major disadvantage, the agency said. The advantage is its simplicity and relatively low cost. The system would cost an estimated $600 to install on a mass-production basis, the agency estimates, compared to $3,000 to $6,000 for an electric hybrid system.
The disadvantage is the system's weight, the EPA says. According to a 2004 EPA report, a hydraulic hybrid SUV would weigh about 190 pounds more than a conventional SUV. That means the EPA's system is most applicable to trucks where the added weight would make a smaller overall difference, the agency said.
The added weight of the system is similar to the weight of an electric hybrid system, although the EPA itself cites weight as a disadvantage.
Like gasoline-electric hybrids, hydraulic hybrid vehicles would see greater fuel savings in stop-and-go city driving than in steady highway cruising.
While the system could pay for itself in as little as a year in a heavier vehicle like big four-wheel-drive SUV, it would take at least four years to pay for itself in a midsized car, according to the EPA's report.
Still, the EPA says, that's a shorter payback time than drivers of gasoline-electric hybrids will see.
The EPA's system was demonstrated at an engineering conference last year on a prototype Ford Expedition SUV and will be used next year in at least one UPS delivery truck next year.
The UPS truck could get as much a 70 percent increase in fuel efficiency in city routes, the EPA estimates, and the added cost of the trucks should be paid off in fuel savings in about 2.5 years.
All these vehicles are diesel powered. Diesel engines are inherently more fuel efficient, to begin with, than gasoline engines. The use of diesel also allows the EPA to show off "clean diesel" technology it has also developed in its laboratories.
The system is currently being developed in partnership with International Truck and Engine Corp., Eaton Hydraulics, Parker Hannifin Corp., which specializes in making hydraulic controls, and the U.S. Army.
02-14-2006, 04:24 PM
#15
And the auto industry was working on a carburetor that would get 100mpg - hate to say it but I'll believe it when they actually produce it and sell it to the buying public.
02-14-2006, 04:35 PM
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Originally Posted by gavriil
One thing's for sure. GM and Ford will only see upward market share trends ONLY WHEN THEY START InNOVATING AGAIN!
and
02-15-2006, 11:49 AM
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Originally Posted by mrdeeno
But is this really that important, considering both methods use braking to reclaim the energy that would've been lost anyway? An electrical system is a lot more efficient at reclaiming the energy also, since again, you're not dealing with all the mechanical losses like in a hydraulic system.
Basically, a hybrid electric system might have a pretty poor Specific Power rating, since batteries are not good at charging or discharging a lot of power over a short time, but it can store a lot of total energy, so its Specific Energy is good. A hybrid hydraulic system will be able to deliver a lot of power for a short time, but hydraulic accumulators don't store as much energy per unit weight as batteries, so their specific energy will be poor.
For the reasons above, a hybrid electric system will work well for lightweight cars, since the batteries don't have to discharge too much power to accelerate a Prius. However, when you are talking about an F350 or a dump truck, the hybrid system must discharge at a high power rating to accelerate the vehicle, so the hydraulic electric system might be a better fit. You reach a particular weight where hydraulic pumps, lines, and accumulators will be lighter than the batteries that would be required to deliver the same power.
Hope this helps.
Last edited by TSX Hokie; 02-15-2006 at 11:52 AM.
02-15-2006, 02:33 PM
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I guess people can stop making fun of them for all the R&D dollars they were spending. Anyone remember that thread?
02-15-2006, 05:14 PM
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hmm.. i wonder if those cylinders that hold the pressure will have issues with them exploding 
02-15-2006, 05:56 PM
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Originally Posted by Mizouse
hmm.. i wonder if those cylinders that hold the pressure will have issues with them exploding
But then again, batteries explode too.
02-15-2006, 06:33 PM
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http://www.greencarcongress.com/2004...and_peter.html
Some simulations here
http://www.aci.dir.bg/
15 February 2006 About Contact
Home Topics Monthly Archives Resources Events
Peterbilt and Eaton Corporation are jointly developing refuse trucks using Eaton’s parallel hydraulic hybrid system—Hydraulic Launch Assist (HLA). Peterbilt plans to build and evaluate a production version of the vehicle during the next year.
The hydraulic launch assist system uses regenerative braking to capture the energy otherwise lost in braking. Unlike its electric cousins which use regenerative braking to generate electricity to store in a battery for use with an electric motor, the hydraulic hybrid system recovers the energy in the form of pressurized hydraulic fluid.
The HLA system uses a reversible hydraulic pump/motor coupled to the drive shaft through a clutch and two accumulators. When a driver steps on the brake, the pump/motor forces hydraulic fluid out of a low-pressure accumulator into a high-pressure accumulator, increasing the pressure of nitrogen gas stored there to 5,000 psi.
During acceleration, the HLA system switches from pump mode to motor mode. The nitrogen gas forces the hydraulic fluid back into the low-pressure accumulator, and the pump/motor applies torque to the driveshaft through the clutch.
(The diagram at right is a conceptual sketch of the hydraulic launch assist configuration, from an EPA update on the technology. More on the EPA below.)
The hydraulic hybrid truck uses the hydraulic power for the intimal acceleration boost, then blends in the engine. This results in a significant reduction in fuel consumption and improved acceleration due to the high power density of hydraulics.
Eaton estimates that the HLA can provide a 25–35% percent improvement in fuel efficiency, with 25–35% reductions in emissions and some 50% reduction in brake wear.
With a version of HLA Eaton developed with Ford, the engineers found that approximately 80% of the initial kinetic energy was returned to the vehicle.
“The system stores approximately 380 kJ of energy,” says Brad Bohlmann, a mechanical engineer and business development coordinator in Advanced Technology at Eaton’s Fluid Power Group. “With that much energy, we can accelerate a 10,000-lb vehicle from a dead stop to between 25 and 30 miles per hour with no assistance from the vehicle’s combustion engine.”
The HLA system can provide high torque very quickly, even at very low speeds, and is well-suited for heavy vehicles that do a lot of stop-and-go driving—vehicles like a refuse truck or heavy delivery truck. Or, hmm, maybe even a large urban SUV.
--------------
Earlier this year, Ricardo Automotive presented to H-TUF the results of a simulation of fuel economy comparing hybrid electric systems to a hydraulic hybrid in a refuse collection vehicle. According to HTUF, Ricardo found significant potential for fuel economy improvement for all hybrid route vehicles where the duty cycle involves significant stop-and-go driving.
Using the assumptions in the Ricardo model, the hydraulic launch assist architecture provided the most consistent and highest average fuel economy improvement, improving fuel economy by roughly 48% in simulation over the measured driving cycle. Half the improvement came from the hydraulic launch assist plus the effect of engine downsizing. Idle stop and a near term “dual clutch” transmission also played a significant fuel-saving role.
Home Topics Monthly Archives Resources Events
Peterbilt and Eaton Corporation are jointly developing refuse trucks using Eaton’s parallel hydraulic hybrid system—Hydraulic Launch Assist (HLA). Peterbilt plans to build and evaluate a production version of the vehicle during the next year.
The hydraulic launch assist system uses regenerative braking to capture the energy otherwise lost in braking. Unlike its electric cousins which use regenerative braking to generate electricity to store in a battery for use with an electric motor, the hydraulic hybrid system recovers the energy in the form of pressurized hydraulic fluid.
The HLA system uses a reversible hydraulic pump/motor coupled to the drive shaft through a clutch and two accumulators. When a driver steps on the brake, the pump/motor forces hydraulic fluid out of a low-pressure accumulator into a high-pressure accumulator, increasing the pressure of nitrogen gas stored there to 5,000 psi.
During acceleration, the HLA system switches from pump mode to motor mode. The nitrogen gas forces the hydraulic fluid back into the low-pressure accumulator, and the pump/motor applies torque to the driveshaft through the clutch.
(The diagram at right is a conceptual sketch of the hydraulic launch assist configuration, from an EPA update on the technology. More on the EPA below.)
The hydraulic hybrid truck uses the hydraulic power for the intimal acceleration boost, then blends in the engine. This results in a significant reduction in fuel consumption and improved acceleration due to the high power density of hydraulics.
Eaton estimates that the HLA can provide a 25–35% percent improvement in fuel efficiency, with 25–35% reductions in emissions and some 50% reduction in brake wear.
With a version of HLA Eaton developed with Ford, the engineers found that approximately 80% of the initial kinetic energy was returned to the vehicle.
“The system stores approximately 380 kJ of energy,” says Brad Bohlmann, a mechanical engineer and business development coordinator in Advanced Technology at Eaton’s Fluid Power Group. “With that much energy, we can accelerate a 10,000-lb vehicle from a dead stop to between 25 and 30 miles per hour with no assistance from the vehicle’s combustion engine.”
The HLA system can provide high torque very quickly, even at very low speeds, and is well-suited for heavy vehicles that do a lot of stop-and-go driving—vehicles like a refuse truck or heavy delivery truck. Or, hmm, maybe even a large urban SUV.
--------------
Earlier this year, Ricardo Automotive presented to H-TUF the results of a simulation of fuel economy comparing hybrid electric systems to a hydraulic hybrid in a refuse collection vehicle. According to HTUF, Ricardo found significant potential for fuel economy improvement for all hybrid route vehicles where the duty cycle involves significant stop-and-go driving.
Using the assumptions in the Ricardo model, the hydraulic launch assist architecture provided the most consistent and highest average fuel economy improvement, improving fuel economy by roughly 48% in simulation over the measured driving cycle. Half the improvement came from the hydraulic launch assist plus the effect of engine downsizing. Idle stop and a near term “dual clutch” transmission also played a significant fuel-saving role.
Some simulations here
http://www.aci.dir.bg/
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2004, 350, braking, combustion, enginehydraulic, explorer, f, ford, fords, hybrid, hydraulic, internal, mileage, regenerative, technology, tonka
